Valve for operating air-brakes



'(No Model.)

P. PIOKERING.

VALVE FOR OPERATING AIR BRAKES. No. 334,466. Patented Jan. 19, 1886.

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UNITED STATES PATENT OFFICE.

PHILIP PIOKERING', OF BOONE, IOWA.

VALVE FOR OPERATING AIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 334,466, dated January 19, 1886.

Application tiled April 14, 1885. Serial No. 162,201. (No model.)

To all whom it may concern:

Be it known that I, PHILIP PIOKERING, a citizen of the United States, residing at Boone, in the county of Boone and State of Iowa, have invented certain new and useful Improvements in Valves for Operating Air-Brakes, of which the following is a specification, to wit:

This invention relates to an improvement in valves for operating air-brakes; and it consists in certain peculiarities of the construction and operation of the same, substantially as will be hereinafter more fully set forth and claimed, whereby the brakes are more surely released.

In order to enable others skilled in the art to which my invention appertains to make and use'the same, I will now proceed to describe its construction and operation, referring to the accompanying drawings, in which Figure 1 is a side elevation of my valve with its connecting-pipes. Fig. 2 is a vertical section of the same, and Fig. 3 is a cross-section.

In air-brakes as now used a valve in the cab of the engine is connected with the supplypipe from the reservoir, the train-pipe, and the exhaust, and the pressure from the reservoir is normally upon the train-pipe. When the brakes are to be applied,-the valve is turned to cut off the reservoir and connect the trainpipe with the exhaust, which allows the independent reservoirs under each car to apply the brakes. When the brakes are to be released, the engine-valve is again turned to allow the pressure from the main reservoir to pass into the train-pipe. This should overcome the valves in the independent reservoirs and release the brakes; but as the pressure on these valves is often equal upon each side, the brakes stick and must be released by hand before the train can be started. This defect I overcome, and render the releasing of. the brakes sure, by obtaining and applying, when desired, an extra pressure from the main reservoir to the train-pipe. This I do by the following device, viz:

A represents the shell of my valve, to which are connected through suitable ports, a a a the supply-pipe A leading to the reservoir, the train-pipe A and the exhaust A In the shell is seated an ordinary three-way conical valve-plug, B, having a handle, B, and formed with the three ports I) b W, in proper position to register with the connecting-pipes. This is the ordinary form of valve in common use, and to it my improvements are fitted, as follows:

In the supply-pipe A is formed a valve-seat, c, and avalve, O, placed therein having a stem, 0', which passes through a guide, a, above the seat. Upon this stem, between the seat and guide, is placed a spring, 0, which presses the valve down upon its seat with any desired force, according to the spring used.

To the supply-pipe A, below the valve 0, isconnected a small pipe, D, which passes around the valve Oand connects with the shell of the main valve through a port, d, close beside the supply-pipe, as shown. tion of this device is as follows:

For the sake of example, it will be assumed that the spring upon the valve 0 exerts a pressure of twenty pounds. When air is pumped into the reservoir a pressure of twenty pounds will be obtained before this valve will lift and any pressure will be shown upon the gage. The reservoir is then filled till the required pressure is registered, which is usually about sixty pounds. The pressure is, as usual, normally upon the train-pipe, and the brakes are set in the usual manner by turning the "plug 13 till the ports I) I) connect the train-pipe and exhaust. When the brakes are to be released, the plug is reversed till its ports I) I) connect the train-pipe and the supply. A slight further movement of the plug in the same direction will move its ports so they will connect not only the train-pipe and supply, but also the small auxiliary pipe D, which at once applies the twenty pounds extra pressure and insures the proper releasing of the brakes upon the whole train. The plug is then turned backward, far enough to cut off connection with the small pipe D, and remains in the usual position till again used.

The spring 0 may be of any desired strength, and the pressure may be increased at any time by placing a washer beneath the end of the spring. It may be applied in a short time to any of the valves now in ordinary use, and does not require the expense of a new valve, as will be evident.

It will be seen that the port (I is so close to the supply-port a that the port b in the plug, when properly turned, will connect with both The operaat the same time, thus avoiding any additional coring of the plug to apply the extra pressure.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

In an air-brake, an auxiliary supply-pipe connecting the main supply-pipe with the 0perating-va-lve, and entering this valve through a port in close relation to the main supply- 1 o port, whereby both the main and auxiliary supplies enter the main passage through the same port in the plug, substantially as shown and described.

In testimony whereof I affiX my signature in presence of two witnesses.

PHILIP PIGKERING.

Vitnesses:

W. C. MOARTHUR, F. STRATTON. 

